Improvement in reciprocating engines



3 Sheets-Sheet 1.

J. N. KAUPHOLZ. Reciprocating Engine. No. 197,035. Patented Nov.13,1877.-

% Marin I ATTORNEY N.FE TERS, FHOTO-LITHOGRAPHER WASHINGTON. n c.

3 Sheets-Sheet 2.

J. N. KAUFHOLZ. Reciprocating Engine.

Patented Nov. 13, 1877.

lNVENTOR adv W w em r M a. m

3 Sheets-Sheet 3.

J. N. KAUFHOLZ. Reciprocating Engine.

WITNESSES INVENTOR 4% yvm zm/ ulaww W w WM' ATTORNEY N. PETERSPHOTGLITMOGRAPHER, WASHINGTON. D C

NITED STATES PATENT QFFIGE.

JOHN N. KAUFHOLZ, OF GH ATTANOOGA, TENNESSEE.

IMPROVEMENT IN RECIPROCATING ENGINES.

- Specification forming part of Letters Patent No. 197,035, datedNovember 13, 1877 application filed November 6, 1877.

To all whom it may concern Be it known that I, JOHN N- KAUFHOLZ, ofChattanooga, in the county of Hamilton and State of Tennessee, haveinvented certain new and useful Improvements in Steam-Engines; and I dohereby declare the following to be a full,clear,and exact descriptionoftheinvention, such as will enable others skilled in the art to whichit pertains to make and use it, reference being had to theaccompanyingdrawings, which form part of this specification.

My invention relates to an improvement in steam-engines. Y

The object of this invention is to provide a steam engine of suchconstruction that the cylinder or barrel may be revolved between thecylinder heads, and thereby enable the relative positions of thecylinder and piston to be readily changed, in order that the unequalwear of the piston-due to its weight resting upon the lower portion ofthe cylinder-may be provided for by turning the cylinder, and thuscausing the lower portion of the piston to wear on difierent portions ofthe cylinder, and thus preserve the latter in its true cylindrical bore.

Again, a further object of this inventioh'is to so construct and arrangethe several parts of an engine that the cylinder-heads, cylinderbarrel,and steam chest may be removably secured to each other by means of theguiderods of the engine.

My invention consists, first, in a steam-engine, the combination, withindependent and detachable cylinder-heads and steam-chest, of acylinder-barrel, the latter constructed and arranged to be revolvedbetween the cylinderheads, to change the relative positions of thepiston and cylinder-barrel, whereby the une-' qual wear of the piston onthe cylinder-due to its weightmay be evenly distributed on all portionsof the cylinder-barrel, and thus preserve the latter in its truecylindrical form.

My invention further consists in the combination, with independentcylinder-heads, each of which is provided with projecting annular seats,of flanges of an independent cylinderbarrel and guide-rods, for securingthe cylinder-barrels between the cylinder-heads in any desired position.

My invention further consists in the combination, with independentcylinder-heads, each of which is provided with annular seats or flanges,having seats or ledges on their inner surfaces, of an independentcylinder or barrel, the latter being secured between the cylinderheadsin an adjustable manner by means of the guide-rods, which latter extendthrough the cylinder-heads, and serve tov secure the same in place.

My invention further consists in the combination, with an independentcylinder or barrel, of independent cylinder-heads constructed withannular flanges or seats for retaining the cylinder against lateraldisplacement, each of said flanges having a ledge or seat formed on itsinner surface to constitute a seat for the ends of the cylinder, andthereby permit the pislton to travel the entire length of said cyl- 1ner.

My invention further consists in the combination, with a cylinder orbarrel, of removable steam-chest and cylinder-heads, the latter providedwith steam-passages leading to the ends of the cylinder, and guide rodsextending through the cylinderheads, and serving to secure the same inplace.

My invention further consists in the several details of construction.and arrangement of parts, as will more fully appear from the followingdescription and claims;

In the accompanying drawings, Figure 1 is a side elevation of myimproved steam-engine. Fig. 2 is a vertical section of Fig. 1. Fig. 3shows the engine with the cylinder removed therefrom. Fig. 4 is adetached view of the cylinder. Fig. 5 is a plan view of one of thecylinder-heads. Fig. 6 is a detached view of the cross-head. Fig. 7 isan enlarged view of one of the journal-bearings of the crank-shaft. Fig.8 is a longitudinal vertical section through the valve-seat. Fig. 9 is across-section of the same. Fig. 10 is a plan view of the steamchest andvalve therein, and Fig. 11 is avertical section of the steam-chest cap.

A represents the bed of the engine, and B the standards upon which theengine is supported. 0 represents guide-rods. These rods are supportedat each end within the Greekcross bearings D. The dependent arms aofbearings D are constructed with screw-threaded sockets, to receive thethreaded bolts formed on the upper ends of the several standards B. Theupper portion of bearings D aredivided by a longitudinal slit, b, andthrough the upper arm 0 of each of said bearings 1) extends anadjusting-bolt, d, which is provided with a tension and also a set nut.

From the above it will be observed that the bearings D are firmly seatedon standards B, and the guide-rods C securely held in place within theadjustable Greek-cross bearings D.

E E are cylinder-heads, and F is the cylinder, which parts are heldtogether in the following manner: Cylinder-heads E E are provided withholes e, located diametrically opposite each other, through which extendthe ends of guide-rods C, the latter having shoulders f formed thereon,to serve as seats for the inner head E.

Each cylinder-head is constructed with an annular flange or seat, F,within which the end of the cylinder fits snugly, and is therebyprevented from lateral displacement. Flanges F are formed with ledges orseats f, (preferably of less thickness than that of the cylinder,)whereby the extreme ends of the latter are 'keptfiom direct contact withthe inner surfaces of the cylinder-heads, in order that the piston maymake a complete stroke through the cylinder and cause an even wearthroughout its entire length.

As the ledges f, against which rest the ends of the cylinder, do notextend out flush with the interior surface of said cylinder, the pistonis prevented from coming in contact with said ledges, although thecylinder may have been worn away to a considerable extent.

g is the valve-seat. G is the steam-induction port, and G theexhaust-passage. Instead of conducting the steam through passage G',which is located beneath the steamchest, said passage may be formed inthe cap or cover; yet it is preferable to construct the steam-passagesin the manner illustrated, as it then allows a governor to be attachedto the cap without inconvenience from a steam-pipe entering therein. Theseat 9 is bolted through its ends to the cylinder-heads E E. Seat 9 isprovided with the steam-ports h h and intermediate exhaust-port k Steampassages 'i 1" lead from ports h h through the seat 9, where theyconnect with steam-passagesjj formed in the cylinder-heads. Thesteam-passages jj in the cylinder-heads extend below the juncture of thecylinder and cylinder-heads, to conduct the steam into opposite-ends ofthe cylinder. When the cylinder, cylinder-heads, and steam-chest arefirmly secured in place by nuts 70 on the ends of the guide-rods, thesteam-passages above mentioned make tight joints, and steam is conveyeddirectly into the ends of the cylinder through the independentcylinder-heads.

This arrangement of parts enables the cylinder to be revolved andsecured in different positions to obviate the wear of the piston on anyone particular portion of the same. This result is accomplished asfollows: After the engine has been running for a considerable length oftime, the lower portion of the cylinder will have received greater wearthan any other portion of the same, which excess of wear is due to theweight of the piston resting on the bottom of the cylinder. In order toprevent such undue wear on any particular portion of the cylinder, thebolts employed to secure the steam-chest to the cylinder-heads are firstremoved. Then the nuts attached to the ends of the guide-rods areloosened, and the cylinder is then free to be turned to any desiredposition to cause the piston to rest on a comparatively unworn portionof the cylinder. The nuts are then tightened, the steam-chest replacedand secured in position, when the engine is again ready for use. Thisadjustment is very readily made, and the engine can be thus kept inperfect working order without any serious delay, ordidinarilynecessitated by the boring out of the cylinder.

The seat 9 is constructed with a raised annular flange, l, which extendsabove the surface of the valve-seat, and within which is seated thesteam-chest I, the latter being held in place by means of the bolts J,which extend through the seat, the steam-chest, and the cap J. Thesteam-chest is preferably constructed in the manner shown, the centralportion K having an opening in the form of a Greek cross, whichconstitutes sufficient space for the free operation of the valve andinduction of steam to the valve, and also affording sufiicient bearingfor the bolts J.

it will be observed that the steam-chest has a ground joint around theseveral bolts, extending vertically through the same, which thus servesto prevent the leakage of steam past such fastening-bolts.

The cap J is constructed with a depending annular flange, which fitsover the steamchest I.

From the above it will be observed that the several parts of thesteam-chest are all adapted to be turned up in an ordinary lathe, andhence can be manufactured at a small initial cost, while everyprecaution is made for tight joints and durability of structure.

Another important feature of my invention relates to the guide-rods G,which serve a triple purpose: First, they together constitute theengine-frame; second, they serve the purpose of ordinary guides; third,the guiderods serve to secure the cylinder and cylinderheads together,in such a manner that the cylinder may be readily adjusted or removed,as may be desired.

Upon the ends of the guide-rod adjacent to the crank-shaft are securedthe Greekcross bearings K, the arms at of said bearings beingconstructed with screw-threaded sockets which fit thecorrespondingly-threaded ends of the guide-rods. The ends of arms m areseated against the bearings attached to the standards, and hence preventthe movement of the guide-rods in one direction, while bearing to beadjusted to compensate for wear, by means of the adjusting -bolts' L,which latter pass vertically through the arms a, and are secured attheir lower ends to the engine-bed; The upper ends of bolts L arescrew-threaded, and are provided with tension and set nuts 0' of aboveand below the bearing, whereby an even tension may be imparted to theupper and lower sectionsof the bearings.

M represents the'cross-head, the bearings N of which consist ofGreek-cross bearings, the outer arms 1) 'of'which are divided bylongitudinal slits p and bolts 9 extend through the'same, for thepurpose of contracting the bearings when worn. The inner arms P ofbearings N serve as bearings for the shaft P to which latter issecuredthe end of the piston-rod P the s'ame having a screw-threaded end, whichis inserted in a screw-threaded socket formed in said shaft P One end ofthe connecting-rod Q is attached to the crankshaft, in the ordinarymanner, while the other end is threaded and seemed within thethreadedsocket q of the Greek-cross bearing Q, which is supported on shaft Pbetween bearings N." Bearing Q is divided on one side by a longitudinalslit, to allow the same'to be contracted by an adjusting-bolt whennecessary to take up for wear.

The valve-gearing is constructed and arranged as follows: It is aneccentric, attached to the crank-shaft, and R is the-eccentricstrap. 1"represents the eccentric-rod, one end of which is attached to eccentricstrap R, while the other end of said rod connects with the crank r ofrock-shaft a, which latter is journaled in bearings on arms attached tothe cylinder-head. Rock-shaft r is provided with an arm, S, to the upperend of which is pivoted the valve-stem. All the several connectionsbetween the different parts of the valvegearing are preferably made bymeans of Greek-cross bearings of the same construction as thosehereinbefore referred to. T represents the fly-wheel, the driving-pulleybeing removed from the opposite end of the crankshaft, in order toillustrate the journal-bearings. The several bearings may have plugs t,of any desired configuration, inserted in their outer arms, for thepurposes of dust-guards and ornamentation, if so desired.

It is evident that many slight changes in construction and additionalfeatures might be resorted to without departing from the spirit of myinvention.

In order to prevent the too rapid radiation of heat from thesteam-cylinder, the same may be jacketed in the ordinary manner, orpreferably the following method may be employed: The cylinder-heads maybe provided with a narrow groove extending around the cylinder, and theends of a Russia sheet-iron or other thin sheet-metal cylinder may besecured therein, said cylinder being of sufficient size to constitute anannular space around the steam-cylinder. This space may be left free, orit may be filled with any desired non-conducting substance, and thusallow the cylinder and jacket to be revolved when it is desired to alterthe position of the steam-cylinder. 'Again, the guide-rods may be of anydesired shape in cross'section, and still allow of the employmentof theGreek-cross bearings on the cross-head. The seat of the steam-chest,instead of resting upon the upper portions of the cylinder-heads, may beconstructed to fit snugly between the same. In such an event, thesteam-passages in the cylinder-heads will extend from the inner sides ofthe heads, and connect with the passages leading toward the cylinder.Again, instead of using bolts to adjust the Greek-cross bearings, theadjustable arms may be provided withtapering screwthreads, andcorrespondingly-tapered screwthreaded caps be fitted to such arms, forthe purposes of adjustment. In cases where either a bolt or cap cannotbe employed, an adjustable band and set-screw may be placed on the freearm of the bearing, and the same result secured thereby.

Steam-engines constructed in accordance with my invention possess manyadvantages not found in engines of ordinary make. But few parts arenecessary, and every part of the engine can be readily renewed at smallcost. The cylinder can be quickly adjusted to distribute the wear of thepiston equally on all portions of the cylinder. The piston can bereadily repacked by simply removing the cylinder, which operationnecessitates but the removal of the nuts on the ends of the guide-rods.All the difierent bearings of the engine can be kept tight by adjustingthe nuts of the adjustable bolts. The bearings may be babbited,and,'when unduly worn, are easily and cheaply replaced by duplicatebearings.

The guiderods, while they serve the ordinary functions as guides for thecross-head, also serve as supports for the bearings of the crank-shaft,and, again, serve to connect the cylinder and its heads in such a mannerthat they may be quickly separated, when desired.

I make no claim in this application to the Greek-cross bearings per so,as I reserve the right to make a broad claim to the same in a separateapplication filed as of even date herewith; but,

Having fully described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. A steam-engine provided with a plain cylinder, which is adapted to berevolved between the cylinder-heads, and adjusted in any desiredposition, said cylinder-heads being secured by guide-rods which extendthe entire length of the engine, substantially as set forth.

2. The combination, with independent cylinder-heads and steam-chest, ofa plain cylinder, the latter being secured in any desired position bymeans of the guide-rods, substantially as set forth.

3. The combination of an independent steam chest and cylinder withcylinder-heads, the

latter constructed with projecting annularseats or flanges, forreceiving the ends of said cylinder, and guide-rods extending the entirelength of the engine, and securing the cylinder and cylinder-heads inplace, substantially as set forth.

4. The combination of an independent steam chest and cylinder withcylinder-heads, the latter constructed with projecting annular seats orflanges, having a seat or ledge formed on their inner surfaces, to allowthe piston to make a complete stroke through the entire length of thecylinder, substantially as set forth.

5. The combination, with guide-rods extending the entire length of theengine, of independent steam-chcst, cylinder, and cylinderheads, thelatter provided with steam passages to conduct steam from thesteam-chest to the ends of the cylinder, substantially as set forth.

6. The combination, with the valve-seat constructed with a raisedannular flange, of a cylindrical steam-chest and chest-cap, the severalparts being secured together by bolts extending through the seat, chest,and cap, substantially as set forth.

7. An engine provided with guide rods, which serve to support thebearings for the crank-shaft at one end, and the opposite ends toconnect the cylinder-heads, substantially as described.

8. The combination, with guide-rods which extend the entire length ofthe engine and secure the cylinder-heads in place, of a crosshead,provided with Greekcross bearings, substantially as set forth.

9. The combination, with guide-rods which extend the entire length ofthe engine and secure the cylinder and cylinder-heads in place, of across-head, consisting of a shaft j ournaled in adjustable Greek-crossbearings, substantially as set forth.

10. The combination, with guide-rods which extend the entire length ofthe engine and secure the cylinder and cylinder-heads in place, of across-head, consisting of a shaft journaled in adjustable Greek-crossbearings, and the connecting-rod secured to a Greek-cross bear: ingsleeved on said cross-head shaft, substantially as set forth.

11. The combination, with guide-rods constructed with shoulders to formseats for one cylinder-head, of removable cylinder, cylinderheads, andsteam-chest, substantially as set forth.

12. The combination, with guide rods extending the entire length of theengine, of standards for supporting said rods, and the crank-shaftjournaled in Greek-cross bearings, which latter are seated again st saidstandards, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand this6th day of November, 1877.

JOHN N. KAUFHOLZ.

Witnesses:

F. O. MCGLEARL. A. W. BRIGHT.

